Fluid drive transmission



June 6, 1944 A. D. PENTz FLUID DRIVE TRANSMISSION Filed Dec. 4, 1941 7 Sheets-Sheet l V' @y INVENTORY oRNEYs.

4. Iune, 1944. A. DQPENTZ 2,350,810

' FLUID DRIVE TRANSMISSION Filed Dec. 4, 1941 7 Sheets-Sheet 2 INVENTOR i BY /f Paw-z @afm A TT ORNE Y June- 6, 1944.

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A. D. PENTZ FLUID DRIVE TRANSMISSION Filed Dec. 4, 1941 7 sheets-sheet sl Fla.

`lune 6, 1944. A. D. PENTZ FLUID DRIvE TRANSMISSION '7 Sheets-Sheet 4 Filed Dec. 4, 1941 al AVM (105 Flc-1s.

June 6, 1944. A, D PEN-rz 2,350,810

' FLUID DRIVE TRANSMISSION i l y Filed Dec. 4, 1941 7 Sheets-sheet 5 TTORNEYS June 6, 1944. I A. D. PENTz 'Y 2,350,810

4 l FLUID DRIVE TRANSMISSION Filed Dec. 4, 1941 l 7 Sheets-Sheet 6 H1513.r @I+ HGM..4

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` FLUID DRIVE TRANSMISSION l Filed Dec. 4, 1941A '7 Sheets-Sheet 7 INVENTOR Bmmw A TT ORNE YS Patented June 6, 1944 FLUID naive raaNsmssroN Albert D. Penti, New Brighton, Staten Illnd, N. Y..

Application December 4, 19441,`Serial No. 421,530

34 (Halma.w (Cl. 74`189.5)

This invention relates to a fluid drive of the kind particularly adapted to motor vehicles although not so limited.

One object of the present invention is a fluid coupling between a prime mover and a propeller shaft. v

Another object of the invention is a combined fluid coupling `and variable speed planetary transmission.

A further object of the invention is a combined automaticy semi-fluid clutch and a speed change transmission for motor propelled vehicles.

Yet another object of the invention is the utilizationl of a clutch comprising expansiblenonmetallic material as an element in a variable speed transmission.

'Ihe invention also seeks to avoid the excessive slippage between coacting parts of transmissions of the prior art by providing for a true direct drive. l

It is also an object of the invention to provide anautomatic transmission in which the direction of travel or result desired is manually selected by the operator of the vehicle.

These and other objects of the invention and I the means for their attainment will be more apparent from the following detailed description taken in connection with the accompanying drawings illustrating various embodiments by which the invention may be realized and in which: i

Figure 1 is a view in axial section showing one embodiment of the uid drive transmission of this invention;-

Figure 2 is a transverse vertical view, partlyin section, taken in the plane indicated by the line 2--2 of Figure 1 and looking in the direction of the arrows and showing particularly a clutch element radially expansible under centrifugal force;

Figure 3 is a transverse sectional view taken in the plane indicated by the line 3--3 of Figure l and looking in the direction of the arrows and showing particularly an arrangement of vanes in a fluid propelling member;

Figure 4 is a transverse sectional view taken in the plane indicated by the line 4 4 of Figure 1 and looking in the direction of the arrows and showing particularly means for stopping rotation of the over-running clutch during a shifting operation; I

A Figure 5 is al view in transverse section taken in the plane indicated by the line l-S of Figure l,

' arrows; v

Figure 17 is a, view showing a modification of looking in the direction of the arrows and showing details of construction;

Figure 6 is a fragmentary view takenin the plane indicated by the line 6-6 of Figure 5. and

looking in the direction of the arrows;

Figure 7 isa view showing the controlling devices for the transmission of this invention at the steering wheel of a motor vehicle;

Figure 8 is a transverse sectional view taken in Figure 121s a fragmentary transverse sectlona view taken in the plane indicated by the line I2-I2 of Figure ll and looking in the direction of the arrows; Figure 13 is a fragmentary view showing a modified form of the clutch of Figure 2 and having means to control its movement into engaged position; 4

Figure 1'4 is a radial sectional view of the'clutch of Figure 13 taken in the plane indicated by the line M-M of Figure 13, looking in the direction of the arrows;

Figure 15 is a fragmentary view showing a modified form of the driving pins of Figure 2-;

Figure 16 is a transverse sectional view taken in the plane indicated by the line IB-IB of Figure 15 and looking in the .direction of the the fluid drive of Figure 1 wherein the expansible clutch member between the crank shaft and the and without interruptions,

impeller is omitted and the impeller driven directly by the crank shaft;

Figure 18 is a view showing a modified form of impeller and impelled members ofthe fluid drive` vin which the forces set up by the impelling member may be directlyreceived by both impelled members in one phase of the drive; and

Figure 19 is a somewhat schematic view showing the first or the manner in which high or low speed the selection of either the phase proceeds automatically the right hand third of the figure showing the parts in the plane ISA,

l governing planetary unit of this invention and its associated parts to illustrate.

' the left hand third being taken in the plane IOB and the lower third being taken in the plane |C, all looking in the direction of the arrows (Fig. 1).

The fragmentary end of the crank shaft is indicated at I0 and is provided with la flange or collar I2 from which there extends axially a shaft portion |4 of reduced diameter. The reduced portion |4 is recessed axially, as at I0, and receives the reduced cylindrical portion |0 of a continuing but separate yshaft portion 20. The shaft portion 20 is similarly provided at its opposite end with a portion 22 of reduced diameter extending into an axial recess 24 of the Propeller shaft 20.

Secured to the collar I2 is an annular ring 20 as by the bolts 00. Ring 20 is formed with a disclike wall 02. On its opposite side ring 20 is concentrically stepped or recessed, as at 04, to receive an annular plate 00 secured to ring 20 in parallel relationship to the disc 02 as by the screws 30. 'I'he discs 32 and 30 are provided proximate their outer periphery with registering radially extending slots 40. Between the discs 02 and 00 and substantially confined therebetween, with however provision for, radial expansion under the influence of centrifugal force, is a.

power disc or ring 42 of flowable or expansible and preferably non-metallic material, for instance, rubber, rectangular in cross-section and extending beyond the periphery of the discs v32 and 00.- Shown as embedded in the expansible disc 42 are aplurality of driving pins 44, equiangularly disposed about the disc and whereof their extremities protrude from the disc on opposite sides and enter the slots 40 for radial guidance therein. In Figure 2, the pins are shown as nat upon opposite sides while in Figures 13 through 16, the pins are illustrated as cylindrical or round and while round pins are to be preferred in most situations as tending to avoid friction with the walls of the slots, the flattened pins have been used with satisfactory results in some situations. Lugs 45 prevent displacement of the pins (Figure 16).

A starter ring gear 40 is shown as bolted to the disc 32 conveniently in the plane of the flange 2.

When the crank shaft |0 rotates, 4centrifugal force causes the disc 42 to expand radially and, at a predetermined speed of rotation, engages a drum-like sleeve 48 which encircles the shafts I4 and 20 and rotates coaxially about the shafts. Preferably this drum is ventilated as by apertures 40.

Mounted within the drum 48 is a propelling member or fluid impeller member 50 which is removably secured to the drum 40 as by the bolts The member 50 is formed with an annular recess or pan 52 of curvilinear form in the radial direction and carries on its inner periph-A erya disc-like portion or web 54 on which is mounted, desirably integrally, a cylindrical portion or hub 50. Web 54 and hub 50 define a recessed portion 50 communicating with the pan 52. The member 50 turns about the shaft portion |4. being rotatably supported. thereon by anti-friction means such as ball bearings whereof the ball race 00 is held between the snap ring or collar 02, and the hub 20. The cooperating ball race 04 is held between the snap ring 00 andthe inturned end 00 of hub 50. Radially extending impeller blades 00 are mounted in the recess portions 52 of the rotating member l0, as shown in Figures 1 and 3.

Mounted on .the shaft 20, as by keys 10, is a hub 12 provided on its periphery with radially extending blades 14 conveniently, but not necessarily, corresponding in number and position to the blades 00 of the member 50, the blades 14 being positioned between annular rims 10 and 1l and forming the intermediate runner 12e.

Blades 14 are also spaced axially so as to provide working clearance between driving blades 00 on one side and blades 00 on the opposite side. A

Proper spacing here prevents the propeller blades from vcreating undue frictional heat in the liquid contents confined within hydraulic drum casing 00|00 and also predeterminesthe driving torque slippage between driving and driven members. Surrounding shaft 20 and rotating thereabout, as on the bearing sleeves 00, is a tubular shaft 02. Surrounding shaft 02 and rotating thereabout, as on bearing sleeves 00, is a tubular shaft 04 on which is keyed a collar 00 shown as recessed upon opposite sides to receive annular discs 00, desirably similar to the disc 00. Between the two discs 00 is confined an expansible, yieldable annular disc 02, desirably similar to disc 42, having driving pins 44 guided in radial slots 40 in the discs 00.

Keyed to the nouow shaft sz is a hub s4 supporting a web 02 on which is mounted an annular pan 0l carrying a plurality of blades 90, desirably similar in form and disposition to the blades 00. A casing |00 is provided, one peripheral edge of which is secured in fluid sealing relation on the member 50, as at |0|. The inner circular edge |02 of casing |00 is in sealing contact with the hub 04 by means of a'packing member |00. As will be hereinafter more fully described, liquid is confined within the enclosure defined by member 50 and casing |00 as is thus also the impeller 52 andthe two impelled members 14 and 00. Suitable seals prevent leakage of fluid into other parts of the mechanism. Any desired means may be provided by which the fluid containing members may be lled with fluid to the desired level, such as a hole tapped, say, in the casing |00 and closed by a removable plug. The level of the liquid determines the efllciency or turning moment delivered by the fluid drive, as will be understood.

The mechanism just described is disposed withln a housing |04 which is ventilated as by the screened opening |05. At its forward end, housing |04 is carried by the motor,'not shown, and it, in turn, supports the forward end |05 ofthe transmission case |00 within the hollow shaft 04 rotates on ball bearings ||0.

Shaft 20 carries a sun gear I'I2 meshing with planetary pinions ||4 carried on shafts Ill, the forward ends of which are mounted in a flange ||0 fixed on the rear end of hollow shaft 02. 'I'he rear ends of shafts ||0 are mounted in a spider II! shown as xedly carried on a reduced portion of the shaft 20 and held in position by a threaded collar or nut |20. 'I'he internal gear |22` of this planetary gear system is carried by the cylindrical housing portion |24 of a hollow shaft or sleeve |20 rotatably mounted o n the shaft 26. 'I'he housing |24 is of'a diameter4 imate the clutch member |64 with a flange |96 and an 'extending clutch member |40 enclosing the inner clutch member |64. The inner surface |42 of the clutch member |49 is concentric to shaft 26, while the outer surface |46 is eccentric thereto. The exterior surface of clutch member |64 is formed in a plurality of` cam surfaces |44, say three, progressively increasing in diameter so as to define three radial shoulders |45, 120 apart. Between the surface |62 and the three surfaces |44 are disposed three rollers |46, |41 which, when i n one position indicated by roller |41, transmit driving torque-from one member to thev other and which in the other position, indicated. by rollers |46, permit the outer member |40 to overrun the inner member |64, as will be understood.l The outer clutch member |66, |40 is adapted to be clutched and declutched from the hollow. shaft |26 by a clutching device subsequently to be described. In Figure of the drawings two of the three'rollers indicated by the numeral |46 are shown as in engagement while one of the rollers |41 is shown out of engagement. At the moment of free wheeling all of the rollers are disengaged so that the transmission leaves its phase of greatest gear reduction or multl'ple phase'and progresses to its simple or 1 to 1 ratio phase in which direct drive, so called, is the objective. Thus, in this transmission, the planetary assembly functions as an overrunning clutch which operates in either direction from a midpoint of the structure.

Hollow shaft' |26 also carries 'the planetary sun gear |50 of the rear or second planetary system. The sun gear |50 meshes with the planetary pinions |54 which are mounted on a spider |52 carried on shaft 26. The internal gear |56 of this planetary system is carried upon a supporting housing portion |56, journalled on the shaft 26, as by the hub 2|6 and bearing 2|4, and

having suitably secured thereto in its forward side an annular housing member |60 mounted on a sleeve portion |62 integral therewith and corresponding to the sleeve portion |66 of the overrunning clutch member |40.

Both sleeve |36 and |62 are formed with a suit-` able number of teeth |66-|66, on their respective outer surfaces. These teeth |66 and |66 are adapted to be selectively engaged by the invternal teeth of a reciprocable annular rack carried by a ring |12 Yconcentric with the shaft |14 toV reciprocate the` ring |12. Shaft |16 has an arm |62 which is operatively connected toy manually actuated devices later to be described. An extension |66 on one of the arms |60 is forked and the forked end is engaged with the end of a slide |66 reciprocating within a guide |96 carried by thehousing |06. The'slide is formed with a plurality of recesses here illusktrated as the three recesses |92, |94 and |96,

Iilgure 1, adapted to selectively receive a spring pressed ball latch- |96 to retain the slide |66 intany one of, three positions, to wit,v forward. neutral or reverse positionV to secure the internal circular rack |10 in the inoperative or neutral position shown in Figure 1, or in either forward position in which the rack |10 is engaged with l the teeth |66. To bring either of the rotating 26. When the annular rack |10 is in engagement I with the teeth |66, the shaft 26 is connected for movement in one direction of rotation, say a forward direction, for instance, or motorwise while when the rack |10 is in engagement with the teeth |66, the shaft 26 is connected to ro-A tate in the opposite direction, say a reverse direction, for instance, or counter-motorwise. It will be appreciated that the rotation of annular rack |10-|12 is -prevented as by slidable pin |14 in slot |16 in xed casing |06. When rack |10 is in engagement wtih either 66 or |66 to ore- Vent the rotation of one or the other of these members in the transmission case, the resultant torque is overcome in casing |06 at slot |16 by the pin |14- |12 and annular rack |10- |12.

Upon each side of the ring |12, Figure 4, is a pin |14 slidable in an elongated horizontal slot |16 in the casing v|06 and intermediate the transverse plane of the annular racks |66 and |66 and conveniently thereabove is a rock shaft |16 vhaving a sleeve |19 pinned thereon and carrying two arms |60 slotted to receive -the pins 75 sleeves |36 or |62 to a standstill preparatory to engagement 'of the teeth thereof, the ring i12 carries, on one side an annulus 202 having a clutch facing 294. The annulus 202 is supported on a plurality of pins 200 slidable in the ring |12 and the clutch facing on said annulus is brought into frictional engagement with the overrunning clutch member |40, when the ring |12 is shifted into forward speeds, by springs 206 disposed on the pins between the annui-1s 202 (Figure l)` and the ring |12. The ring |12 also carries, on the opposite side thereof, a similar annulus 206 supported on another set of slidable pins 201 and urged toward the rotatable housing |60, |56 by similar springs Iencircling the pins. 'I'he clutch facing 209 on annulus 206 is brought into frictional engagement with the housing members |60, |56 when the ring |12 is shifted to the reverse position. The end of casing |06 may be closed by an end member 2|2 which may also support the shaft 26 on the ball bearings 2|4 carried in part by the cylindrical extension 2| 6 of the planetary housing |56. A lremovable cover 2|6 may also'be provided to afford access to the interior.

The operation of the power transmission is' best understood by a consideration of Figures 1 and 19. Assume that the engine is turning the crank shaft I0 ata relatively low speed. Shaft |0 in rotating carries with it the rubber power disc 42. Centrifugal force causes this primary power disc 42 lto flow or expand radially until it engages the drum 46 which at that time rotates free of engagement with the secondary or direct drive power disc 92. Rotation of the drum 46 carries with it the forward or first or driving member 50, .62 and casing member |00 of the fluid drive coupling, the vanes 66 of which cause the energized fluid therein to tend to rotate motorwise, i. e., in the direction of the crank shaft |0. The energized liquid from mpeller vanes 66 impinges on thedriven vanes 14 of the intermediate low speed drivenmember 12 causing the member 12 to rotate motorwise 4at a speed somewhat slower but closer to that of the member 62. Member 12 being keyed to the shaft 20, rotates that shaft and, of course, also rotates the thereon mounted planetary sun gear' l 2 motorwise.

tion than those discussed up to this point. However, when the tron is idling in neutral phase. lit is first important te note that propeiler shaft 28 and its integral-parts, i. e., spimotorwise on their own axis III, and this counter-rotation of the planetary gears H4, in turn, cause counter-rotation yoi' internal gear |22 and housing |24 and |28 and hollowshafts 84 and` |28 and its sun gear |88.

'I'his reverse rotation of sun gear |50 in neutral position in turn causes pinion gears |54 to rotate motorwise on their own axis and internal gear |84, housing |58 and |88 together with its integrally mounted parts to rotate motorwise as one single unit.

If forward drive is desired, the lever |82 is rotated about its pivot |18 in a clockwise direction as viewed in Figure 1.bringing the brake surface 204 on the pins 288 into yielding engagement with the outer member |88 of the overrunning clutch and bringing that clutch to a standstill. Continued movement of the lever |82 will bring the teeth |18 into engagement'with teeth |86 and the transmission vinto the forward phase, low speed.

` are, ofcourse, likewise held relatively fixed against rotation by means of'pins |14, member |12, housing |88 and slot |18 (Figure 4), that is, against reverse or counter-motorwise rotation. Then rotation of sun gear I| 2, Figure l, causes pinions |,I4 to travel motorwise about the now fixed ring gear |22 carrying with it the spider H9 which is fixed to the shaft 28 thereby causing that shaft to rotate motorwise and thus driving the wheels of the motor vehicle in the forward direction at what corresponds to low speed. At this time, fluid driven member 8i, blades 88 and fluid driven member 12, 14 rotate motorwise, but at different velocities. due to the fact that each of these two iluid driven members are geared together by sun gear I| 2 on shaft 28 and planetary gears ||4, on hollow shaft 82` by means of pins ||8 and spider il! on propeller shaft 28. In-other words, if the ratio between these two planetary gear members be that of three to one, say, then the planetary sun gear H2, nuid driven members 12, 14 on shaft 2l will rotate three times while the fluid driven members Il, I8 on hollow shaft 82 and the pins H8 rotate but once. Here there is a 3 to 1 ratio both as to velocity and torque.

. The power tends to travel through the transmissions lowest geared reduction, for example, as when transmitting power to set a vehicle in motion from a standing start. However, in this in- (geared at s to i ntie) meened with sun geinm. and, secondly, runner member 88, 88 is likewise 4carried around indirectly by the propeller shaft 28 as also governed by movement of the vehicle itself, spider III,y pins ||8 and planetary gears ||4, to and through hollow shaft 82 vto fluid mem-v` ber ll-. The lesser velocity of fluid driven member 8l. during the low speed phase, gradually overtakes the greater velocity of its associated fluid driven member 14, through the intermediate or variable speed phases, until both driven members I8 and 14 rotate with like velocities, as when the transmission isin the direct drive phase. True direct drive without fluid slippage is only obtained at times when power disc 82 is engaged with drumv48. Over-running clutch member |34 is released after the transmission has left its lower speed phases as its other member |48 is fixed in all forward speeds against rotation by shift member |18 at splines |88. As the speed of the engine increases or conversely. the load on shaft 28 decreases, the increased momentum of the energized iiuid causes it to impinge on driven blades 88 of the carrying member 98, thereby increasing the rotation of that member in relation to member 14 (in the same motorwise direction as the member l2) up to and at substantially the same speed as blades 14. Since the member 95 and its associated parts is keyed to the hollow shaft 82, substantially a direct drive, with fluid drive slippage, is eifected through the shafts lit of pinion ||4 to the spider II8 and thence to the propeller shaft 28. It will be appreciated that free wheeling rollers |48 prevent the ring gear housing |24 from reverse turning'whenever the transmission is in its low speed phase but when@ the hollow shaft 82 is driven at higher velocities by and through the fluid driven means, then the tendency of ring gear housing |24 to turn countermotorwise is overcome by reason of the combined operation of (l) all the ilve planetary gears of the front unit and (2) the two driven propeller members of the nuid drive unit and thus the tendency of ring gear |24 is to rotate in the samedirection as the other associated shafts. 'Ihis results in releasing the overrunning clutch member |84. Housing |24 may now turn at the same speed as shaft 28 and as the speed of the member |24 increases, the clutch disc l2 is caused to expand and engage the drum 48 so that at this time a positive direct drive is effected from the crank shaft i8 through the rubber disc 42, drum 48 and rubber disc 82 and the hollow shaft 84 whereby a direct drive on the planetary pinions i|4 is effected since it is held xed between the gears I|2 and the ring gear I 22 which, at such times, are rotating substantially in unison.- This is a semifluid direct drive; a true direct drive without slipd stance, it may be considered that planetary geared ried around directly by its planetary pinions li4 75 'the entire transmission assembly as a whole rctates with the motor crank shaft velocities as one single unit Direct drive obtains whenever car travel is above twenty miles per hour. When car travel is less than twenty miles per hour, the transmission comes out of direct drive. At this point, when direct drive is first interrupted power disc 82 must -iirst automatically disengage itself from drum 48, then the transmission itself automatically iii-st operates in variable speeds lust below direct` drive speeds, or in all those variable intermediatespeeds'. as from a true direct drive l, counter-clockwiseto cause brake shoe vice versa, as from low speed up through'all variable speeds to driving contact between disc 52 and drum 40 and then directl drive. This transmission automatically selects the correct reduction gear ratio that may be required at any given moment.

Should the work load on the engine be increased as when the vehicle is ascending a hill in direct drive or when the engine is throttled down, this results in placing an over-load on shaft 26 which slows down spider and therefore pinion pivots ||6 are slowed in their travel and 'expansible disc 92 disengages from drum 30.

When this deacceleration occurs, pinions ||4 are forced, by the rotation of sun gear ||2, to start rotating about both their own pivots as well as are nxed against rotation. At this point sub' about the common axis of the shaft. 'I'his immediately tends to stop rotation'of ring gear |22 and the member |24 tends to stop and turn in the reverse direction. This reversing tendency locks rollers |46 between free wheeling members |44 and |42 and housing |24 no longer turns and the shaft sleeve 64 and member 02 is no llonger turning. Rubber disc 62 having contracted, is not in contact with drum 45 so that 'now direct drive is automatically interruptedand transmission is idling and in its forward drive phase. At this time', when all thetransmission parts are rotating in their neutral phases. assume shaft 26 to be idling, as was described in respect of sleeve |26, and sun gear |50 turning countermotorwise 4and 'causing pinions |54 to rotate motorwise on their own axes and thus ring gear |56 together with its integral member parts |56,

' |60, |62 and teeth |66 to also rotate motorwise.

0f course, propeller shaft 26 and its parts are held relatively fixed against rotation by their connection to the rear wheels. Assume, now, that the lever |82 is rotated about its pivot |16 Flilgure 5 to engage and stop rotation of member |60 and its associated parts. Then theteeth of the slidable sleeve |12 are shifted into engagement with the teeth |68 of reversing gear member |62, |60'. 'I'hus the ring gear |56 is held stationary against rotation'while the planetary sun gear |50 continues rotating counter-motorwise, and thus causes the planetary pinions |54 to rotate and to travel about the locked ring gear |56 in the same direction as the counter-motorwise rotation of brake, then, driven parts of the transmission unit stantialiy all slippage is transferred back to the liquid contents of the hydraulic coupling 52,-56- |00 vand the now non-rotating driven members 14-65-96, although the idling rotation of driving members 52-68 has not been interrupted due to slippage. f

Assuming the apparatus of this invention to be used as the variable driving instrumentalityjof a vehicle, the armV |82and its associated elements is conveniently acutated from a point proximate the steering wheel. Referring to Figures '1, il and 9, a steering wheel is indicated at 220 mounted von the shaft 222 enclosed within the steering column 224. Within the steering column 224 is a rotatable sleeve 226 supported for axial movement also. To thisend, the lower portion ofsleeve 226 is formed with a shoulder 220 in spaced relation to a shoulder 230 on the column 224. An elastic. device such as a coil spring 232 is mounted between the shoulders 226 and 230;

On the upper end of the sleeve 226 is pivotally mounted a hand lever zu which extendsthrougn a circumferential slot 236 in the steering column. The' hand lever 234 is fulcrumed in this slot for movement in a vertical plane as viewed in Figure '1 and movable in the slot to rotate the sleeve 226 about the axis of the shaft`222. A housing 231 carried outwardly of the slot 236 is formed with a passage 238 for the hand lever, the lower edge of which is formed with notches, illustrated as three in number and indicated at 240, 242 and 244. The intermediate notch 242 receives hand l lever 234 nneutral position of the annular rack .|10. The notch 240 receives the lever 234 in, say, forward position of rack |10 and notch 244 receives the lever inv so-called reverse position braking pressure to the overrunning' clutch. Be-- causethe hand lever 234 is fulcrumedin slot 236, whenever lthe lever isy raised out of a notch and during its movement from one notch to another, the sleeve 226Y is moved downwardly against Ythe pressure of the restoring spring' 232. As illustrated. the sleeve, or an arm 252 thereon, actuates a Bowden wire 254 whichl reciprocates a slide valve 256, normally pressed to open position by a spring 256. This slide 258 controls a v port 260 in a chamber or cylinder 262 in which the sun gear |50. Thus pinions |54 carried on l reverse. When shifting, that is, selecting the di- -f rection of the vehicle, the motor must be idling and the vehicle at a standstill. The overrunning clutch is iirst braked by rocker yoke 210 later to be described. When yoke`210 is employed as a a piston 264 'reciprocates 'I'he piston is connected by a link 266 to one end- 268 of a yoke 210 pivoted as at 21| at its opposite end 212 on the casing |06. The yoke V210 embraces the eccentric surface |43 of the overrunning' 'clutch member |40. Therefore, as the clutch member |40 rotates, the free end of the yoke reciprocates and thereby causes the piston to constantly reciprocate. The cylinder 262 commlmicates also with the interior of the casing |08 through a check valve 214. It will be understood that the casing is partly filled with lubricating oil. The-check valve permits oil to enter the cylinder but not to escape therefrom. Wenever movement of rocker yoke 210 is stopped, this causes all the driven parts of the transmission to be stopped also. At this time, due to fluid slippage between idling impeller and runners, the runners stop. Rocker yoke 210 and cam member |40 and their associated parts are in operation only at such times as the transmission is set for either neutral Aphase or reverse phase. Whenever the transmission is set in its forward phase, camI|40 and yoke 210 are held fixed and out of operation by shift member |12, meshing with teeth |60 and therefore, this yoke assembly unit cannot function again until the transmission is shifted from neutral either to its forward or reverse phases. That is, cam |40 can only rotate when transmission is in neutral and reverse. Therefore/cam |40 and yoke 210 and piston 264 do not function whenever the transmission is in any one of its forward phases.

-At all 'times that. the overrunning clutch is turning, the piston 204 reciprocates and oil is drawn in and forced out of the port 260. When, however, the hand lever 234 is raised at the inception of a shifting operation, the port 260 is closed, trapping the oil in the cylinder and thereby applying braking force to piston 204, link 200, yoke 210, cam |40 and to the overrunning clutch member |40, |42 to thus hold the other member parts of the transmission stationary, while shifting member |12 into non-rotary engagement with either teeth or teeth |60, as the case may be. In some situations, the piston 204 may be in the dotted line position (Figure 6) with the cylinder empty or partly empty of oil. No braking action would therefore take place and provision is therefore made to draw in oilv through the check valve 214 until the cylinder is full of oi1 and therefore reciprocation of the yoke and its associated parts prevented.

In Figure there is illustrated a simplification of the high speed direct drive through the rubber disc 02. Similar parts in Figures 1 and l0 have the same reference characters amxed thereto. The hub 00 of the rubber disc 02 is splined to hollow shaft 02 instead of to the shaft 04 and thereby d its leverage or turning moment. When the shaft 02 is rotated bythe` combined fluid action of the planetary geared vanes 14, 00, the rubber disc 02 expands radially into engagement 'withthe drum 40 and drives the vehicle in high speed. In the previously described modiilcation, the hub 00 was splined to the ring gear housing which was caused to rotate through the entire planetary gearing to obtain the desired effect. This assembly rotates counter-motorwise with very low velocities. Disc 02 never expands so as to engage drum 40 when in reverse phase. uponv reverse motion of the vehicle itself. i

However,` should the car get out ofcontrol and roll backwards down-hill at a speed of more than 4 twenty miles per hour. then disc 02 would exvehicle itself and thus avert possible disaster.

In some situations. referring to'Figures l1 and 12, it has been found that the rubber of the discs '92 and 42 adheres to the drum 40 so that a coating of particles from the discs builds up on the drum 40. When a disc expands into contact with the rubber coated metal surface it seizes to the rubbercoating onthedrum40. Thisresultsina and a smooth operationds not always obtained. To obviate this difllculty, the periphery'of the discs 42 and 02, may be provided with a friction surface not contributing to this seizing. In the illustrated embodiment, a plurality of T-shaped metal segments 210 are carried on the periphery of the disc slightly spaced circumferentially of each other. The segments 214 are conveniently provided with facing material 210 which will not have this deleterious frictional effect. In the preferred embodiment, a fibrous material, such as molded asbestos brake lining 210 is used which is riveted to the segments, as at 200'. Thus arranged, a desired degree of slippage is` provided lbetween a power disc and.the drum so that when these members either engage or disengage, they slip and thus overcome possible velocity dinerentia1 between the members before they lock together and before they unlock from true direct drive.

In any of the modifications, the power discs may, in some situations, expand or flow in more than one direction. For instance, the disc may first expand radially and engage the drum 40, and then, under increased centrifugal force. the power discs may also expand laterally or flow sidewise against the walls 02 and' 00, the latter action taking place after the outer circumference of a disc is iixedly engaged with the drum 40.y They thus aid the drive pins 44 in the transmission of torque.

In some situations it has been found that the centrifugal force acting on the expansible rubber drive or driven discs, such as those indicated at 42 and 02 in Figure 1, will cause a disc to expand only sufciently to contact slightly with the ooacting part, or momentarily frictionally and drivingly engage therewith, as centrifugal force orl i the expansion of the rubber is not sufliciently too rapid engagement of the dises to the metal rapidat the moment to maintain a disc firmly in driving or driven engagement, as the case may be. A chattering" of the coacting parts results. To prevent this insufficient engagement of the periphery of a disc with its coacting part, means may be provided to restrain the engagement of the disc until a predetermined centrifugal force is attained. In Figures 13 and 14, wherein like reference characters are amxed to corresponding parts, wherever appropriate. the hub 00 supports the discs 00, as before. The disc of expansible material, however, is composite and comprised of two members 202, 200 supported on the hub 00 but separated-by a flange 200 on the hub. 'At their outer periphery, the discs carry the 1'- shaped segments 210 provided with radially extending shanks 211 which extend toward the hub 00 and terminate in laterally extending arms 210 corresponding. in a sense, to the pins 44 and passing through slots 200 inthe rubber discs 202,v

200 and slots 40 in the wall members or discs 00; Tension means-201 in the space 20| between th discs extend between the hub 00 and the shank tending to draw the segments 210 toward the axis of the hub 00. These tension devices are so l designed as to regulate or overcome centrifugal forces either more or less than Vthat requlredto cause the segments 210, 210 to move radially sufilciently to firmly and drivingly engage, say, the drum 40. The segments are thus held away from the drum until the speed of rotation of the hub is suiiicient to overcome the tension of the springs.l Bylthe time the ments are in driving engagement with the drum 40. the rubber discs 202, 200 will have expanded sumciently to engage the lcs-i ments to maintain the segments in driving en' gagement. In the illustrated embodiment, a plurality of radially disposed springs 281, oi' suitable tension, extend between arms 211 on the respective segments and the lugs 24| on the ange 285 on the hub. Obviously, the two disc sections 282, 283 might be replaced by a unitary disc formed with radial passages to receive the springs.

In some situations, also. it maybe found desirable to dispense with the first expansible dise 42 (Figure l) and drivethe impeller I0, l2 and the member directly from the drive shaft i0. A fragmentary part of the fluid drive transmission according to this modification is illustrated in Figure 17 wherein like reference characters.

speed ranges, as this one unit automatically controls or` self-determines the exact radial degree of leverage or driving torque needed at any given moment or as may be required in passing, say, from a low speed phase to a direct drive phase and vice versa. Thus, natural forcesfsuch as relative velocities, are adapted to govern and are employedl to control every speed phase inthe leverage magnitude of the driving-,torque automatically 'created and applied at any given moment, and, at the same time, to govern to or from.

as the case may be, either a low or a high gearratio phase as automatically controlled by and within the single planetary unit assembly. Thus z the application of driving torque may, at all times,

be smooth and continuous and is never abruptly uninterrupted so as to cause the vehicle or motor to buck. In the prior art, a plurality of planetary transmission units in conjunction with coin-- plicated automatic producing systems are required to transmit driving torque in changing from the low speed ranges to the high speed phases. There is thus an interruption and irregmember 68 is adapted to distribute its torque sei lectively to the impelled runner members 'I4 and 96. Thus, with low torque velocities, when idling,

the liquid, in large measure at least, is in engagement nearest the axis of the device, whereas the air bubble, or airage, at this time, is distributed about the periphery of, the device.. Therefore, the low velocity torque is applied primarily to the direct drive blades Si. This tends to prevent the vehicle creeping when halted in trame. As the velocities are increased. the air moves inwardly toward the axis, being displaced by the liquid which moves outwardly to engagement with the outer portions of both driving and driven blades, to the .end thatv both the impelled members 14 and 96 lie full length within the driving torque engagement from impeller member 68. Thus, in low speeds, the lesser driving torque is applied to impelled member and the greater driving torque is applied to driven member 14, and a greater initial torque or turning moment on shaft results. A fast pick-up as from a standing start, is one of the many advantages with this fluid drive arrangement.

In Figure 19 is shown a somewhat schematic view showing the first or governing planetary unit of this inventiony and its associated parts to illustrate the manner in which the first or governing differential functions as' a universally yautomatic, velocity governed, variable speed power transmitter to illustrate the manner in which the selection of either the high or low speed phase proceeds automatically and without interruptions.v This device depends solely upon the relative velocities created by the reciprocal rotary motion of its own member parts, i. e., R. P. M. velocities of the power driving members and the R. P. M. velocities of driven members, as in the miles per hour of the vehicle itself, and the R. P. M. of power motor.

This transmission is fully self-automatic, particularly because of the fact that relative velocities alone govern or self-determine all changes in gearing differentials as required at any given moment. This automatic transmission therefore, performs its function of propelling the vehicle forward. in an improved manner dierent from g that of the transmissions ofthe prior art. Only one planetary unit is employed for all forward l shiafting.

ularity in the transmission of the forces by reason of the necessity of changing' the flowv of power from one unit to flow through another unit due to the relative velocity difference between driving and driven members, or in the diiferences in the g'ear reduction ratios of the respective planetary units. A true direct drive is never attained in the prior art because more or less hydraulic slippage is always present in the fluid coupling.

Also, in contra-distinction to prior art transmissions and as an improvement thereover. the transmission of this invention provides two sepa--l rate and distinct phases of so-called direct drives, i. e., (1) a fluid drive direct drive. and (2) a semiiiuid direct drive. (1) One direct drive with slippage in fluid coupling and (2) another semi-fluid or rubber cushioned direct drive with no slippage. In the first situation when the direct drive is transmitted solely through the liq'uidfitself as energized from the impeller to the impelled members, here, of course, there is some fluid slippage between the-driving and driven hydraulic coupling members. In the second situation. however, there is no slippage, because semi-fluid rubber power disc 92 is in fixed 'driving contact with drum 48. This arrangement, therefore, results in a true direct drive as there is no slippage between co-acting parts and, furthermore, in this latter situation, a semi-fluid or rubber cushioned direct drive is eected inasmuch as an elastic rubber power disc 92 is a semi-uid power disc. A true direct drive is eected in which 4the driving force is not directly or positively connected from motor to rear wheels, -but lis effected with a cushioning or yielding eirect oi' semi-fluid rubber disc I2 in driving contact with drum 48.

The drive is valso more effective because the direct drive propelled member 95 is 'directly and positively operatively connected with the rear or propelling wheels of the vehicle by continuous It will thus be seen that the vehicle drive of this invention is acombined nuid drive automatic variable speed power transmission. This dual transmission as a whole is used either as a simple or compound machine, with single or multiple torque. Both driving anddriven member parts are so disposed as to rotatereciprocally either independently or collectively. The huid drive impeller, beingy fixed on the motor crank shaft, is rotated therewith and when in operation,

as with ratios of one toone, and thus the devicev functions asa simple machine. Therefore.' the wholly automatic features of this device are inherent in and natural to the self-created velocities of the device itself.

It will further be seen that a self-actuated combined fluid drive and automatic variable speed transmission has been provided Ahaving relatively few parts and which is inherently independent of auxiliary control devices operated either electrically or hydraulically or by vacuum which, in the prior art, complicates the construction and operation of the apparatus and increases the weight of the vehicle and the cost of manufacture. v

VariousA modifications will occur to those skilled in the art in the composition, configuration and disposition of the component elements going to make up the invention as a whole as well as in the selection and utilization of particular portions and combinations thereof for particular purposes and no limitation is intended by the phraseology of the foregoing description or illustrations in the accompanying drawings exceptas indicated in the appended claims.

What is claimed is:

l. In a power transmission, a driving shaft, an

impeller, means for securing said impeller to said shaft for rotation therewith, a drum carried by said impeller, an intermediary shaft coaxially aligned with said drivingshaft, a flanged sleeve on said intermediary shaft, an impelled member carried by said sleeve, a runner intermediate said impeller and said impelled member carried by said intermediary shaft and driven by said impeller, a planetary gear assembly having a sun gear mounted on said intermediary shaft for rotation therewith, a driven shaft in prolongation of said driving and said intermediary shafts, a spider carried by said driven shaft,` pinions in mesh with said sun gear pivoted in saidspider and in the flange of. said flanged sleeve, a hollow shaft coaxial with said driven shaft having a portion of extended diameter for housing said gear assembly, an internal ring gear secured to 'said hollow shaft within said extended portion in mesh with said pinions, a radially expanslble member responsive to centrifugal forces created by the rotation of said driven shaft carried by' said hollow shaft and engageable with said drunif, an over-running clutch having an outer member and a cooperating inner member. said inner meniber being secured to said hollow shaft for rotation therewith, a sun gear carried by said hollow shaft, pinions carried by said driven shaft in mesh with the last mentioned sun gear, a housing rotatably mounted on said driven shaft, an internal ring on said intermediary shaft, an impelled member carried by saidsleeve, a runner intermediate said impeller and said impelled membercarried by said intermediary shaft and driven by said im peller, a planetary gear assembly having a sun gear mounted on said intermediary shaft for rotation therewith, a driven shaft in prolongation of said driving and said intermediary shafts, a spider carried by said driven shaft, pinions in vmesh with said sun gear pivotedin said spider and in the flange of1said flanged sleeve, a hollow shaft coaxial with said driven shaft having a portion of extended diameter for housing said gear assembly, an internal ring gear secured to said hollowshaft within said extended portion in mesh with said pinions, a radially expansiblemember, responsive to centrifugal forces created by the rotation of said driven shaft, .carried by said flanged sleeve and engageable with said drum, an over-running clutch having an outer member and a cooperating inner member, said inner member being secured to said hollow shaft for rotation therewith, a sun gear carried by said hollow shaft, pinions carried by said driven shaft in mesh with said last mentioned sun gear, a housing rotatably mounted on` said driven, shaft, an internal ring gear on said housing in mesh with said last mentioned pinions, and means for selectively holding said outer clutch member or said last mentioned ring gear against rotation.

3. A mechanism according to claim 2, wherein the means for securing the impeller to the driving shaft comprises a radially expansible member secured to said shaft for rotation therewith and engageable by the druxn in response to centrifugal forces created by the A rotation.,of.A the driving shaft.

4. In 'a power transmission, a driving shaft, a driven shaft, and an intermediary shaft, a liquid coupling between said driving shaft and said driven and intermediary shafts. a reduction gear assembly connecting said intermediary and said driven shafts, a one way over-running clutch havgear on said housing in mesh with said last mentioned pinions, and means for selectively holding said outer clutch member or said last mentioned ring gear against rotation'.

2. In a power transmission, a driving shaft, an impeller, means for securing said impeller to said shaft for rotation therewith, a drum carried by said impeller, an intermediary shaft coaxially ing two cooperating members, one of said clutch members being operatively connected with one of the gears of said gear assembly, means for releasably holding the other one of said clutch members against rotation, wedging means automatically locking said.l clutch members together, thereby effecting a torque multiplying transmission through said gear assembly, when the driving torque is insufficient to overcome the load on said driven shaft, and automaticallyunlocking said clutch members, thereby effecting a slippage allowing direct transmission through said-liquid coupling, when the driving torque yand the load torque are substantially equalized.

5. In a power transmission, a driving shaft, a driven shaft, and an intermediary shaft, a liquid coupling between said driving shaft and said driven and intermediate shafts, a planetary gear assembly connecting said intermediary and said driven shafts, a ring gear forming a part of said gear assembly, a one way over-running clutch having two cooperating members, -one of said clutch members being secured to said ring gear for rotation therewith, means for releasably holding the other one of saidclutch members against' rotation, wedging means automatically locking aligned with said driving shaft, a flanged sleeve 76 said clutch members together, thereby effecting a f through said gear assembly, when the driving -torque is insufficient to overcome the load -on said drivenshaft, and automatically unlocking said clutch members, thereby effecting a slippage allowing direct transtially equalized.

6. In a power transmission, a driving shaft, a

driven shaft, and an intermediary shaft, a liquid driven shaft, and automatically unlocking said clutch members, thereby eecting a slippgeallowing direct transmission through said liquid coupling, when the driving torqueand theload torque are substantially equalized, and means responsive to centrifugal forces created by the rotation of said driven shaft, made operative when said rotation attains a predetermined speed, for eecting a direct transmission without slippage.

7. In a power transmission, a driving shaft, a driven shaft, and an intermediary shaft, a liquid coupling between said driving shaft andsaid driven and intermediary shafts, a planetary gear assembly connecting said intermediary and said driven shafts, including a ring gear, a one way over-running clutch having two cooperating members, one of said clutch members being secured to said ring gear for rotation therewith, means for releasably holding the other one of said clutch members against rotation, wedging means automatically locking said clutch members together, thereby effecting a torque multiplying transmission through said gear assembly, when the driving torque is insufficient to overcome the load on said driven shaft, and automatically unlocking said clutch members, thereby effecting a slippage allowing direct transmission through said liquid coupling, when the driving vtorque and the load torque are substantially equalized, and

mission through said liquid coupling. when the driving torque and the load torque are substan' the'three shafts are coaxially aligned, end the clutch operates to lock the driven shaft to the 13. 'A mechanism according to claim 9, wherein the liquid coupling comprises an impeller operatively connected with the driving shaft, an impelled member operatively connected with the means responsive to centrifugal forces created by last mentioned means consists in locking the' driving shaft and the driven shaft together,

9. In a power transmission, a driving shaft, a driven shaft; and an intermediary shaft, a liquid coupling between said driving shaft and said driven and intermediary shafts. a planetary gear assembly connecting said intermediary and said driven shafts, including a ring gear, means for holding said ring gear against rotation in one direction, thereby effecting a torque multiplying transmission lthrough said ,gear assembly, said means being operable to release said ring gear for rotation in either direction, thereby enacting a slippage allowing direct transmission through said liquid coupling, and a clutch subject to the action of centrifugal forces created by the rotation of said driven shaft, made onerative when said rotation attains a predetermined speed, for

direct transmission without slippage.

' moving said rack into selective engagement with 10. A mechanism according to claim 9, wherein driven shaft, and a runner intermediate said impeller and said impelled member, operatively connected with said intermediary shaft.

14. In a power transmission,l a driving shaft, a driven shaft, means vfor transmitting power from said driving shaft to said driven shaft, in-

cluding a centrifugal clutch, a liquid, coupling,

and a reduction gear assembly, means, interconnecting said liquid coupling and said reduction gear assembly for automatically engaging said reduction gear assembly in the transmission to effect torque multiplication when the driving torque is insuihcient to overcome the load on said driven shaft and for automatically establishing a slippage allowing direct transmission between said shafts when the driving torque and the load torque vare substantially equalized, and means automatically engaging'said centrifugal clutch in said transmission to effect a direct drive between said shafts without'slippage, when the rotation of said driven shaft attains a predetermined speed.

15.. In a power transmission, a driving shaft, a

driven shaft, means for transmitting power from said driving shaft to said'driven shaft, including a planetary gear assembly a ring gear forming a' part of said gear assembly, a second planetary gear assembly having a sun gear connected with said ring gear'for rotation therewith, a ring gear forming a part of said second gear assembly, and

means shiftable from connection with one to the other one of said gear assemblies for selectively holding either one of said ring gears against rotation in one direction, thereby effecting transmission in one or the opposite direction, said last mentioned means being operable to release V 17. A mechanism according to claim 2,l wherein the means for selectively holding the outer clutch member or the second ring gear against rotation comprises an annularrow of teeth on the outer clutch member, an annular row of teeth on the rotatable housing, an annular rack therebetween, brake means carried by said rack, and means for one of said rows of' teeth coincidently with a corresponding nengagement between said brake means and said clutch member or housing.

18. A mechanism according to claim 2, wherein the means for selectively holding the outer clutch member or the second ring gear against rotation includes a stationary housing for said means and comprises engageable means on the outer clutch member, engageable means on the rotatable housing, coacting engageable means intermediate said engageable means, latghing means carried by said coacting engageable means, and means fixed to said 'stationary housing coacting with said latching means to selectively hold the same in one of a plurality of positions.

19. In a power transmission, a driving shaft, a driven shaft, means for transmitting power from said driving shaft to said driven shaft, including a planetary gear assembly for transmission in one direction a ring gear forming ay part of said gear assembly, and an additional planetary gear assembly operatively connected with said iirst mentioned gear assembly for transmission in the opposite direction, having a sun gear connected with said ring gear for rotation therewith, a ring gear forming a part of said additional gear assembly, and means shiftablev from connection with one to-the other one of said gear assemblies for selectively holding either one of said ring gears against rotation in one direction, thereby causing the power transmission to take place in one or the opposite direction, said means being operable to release one or both of said ring gears for rotation in either direction.

20.^In a power transmission, a driving shaft,

a driven shaft, means for transmitting power 35/ from said driving'shaft to said driven shaft, lncluding a planetary gear assembly. a ring gear forming a part of said gear assembly, a clutch having two 'cooperating-members, one of said clutch members being operatively connected with said ring gear, a second planetary gear assembly, including a sun gear coaxial with said ring gear and rotatable therewith, a ring -gear forming a part of said second planetary gear assembly, means holding said first mentioned ring gear against rotation in one direction when the other one of said clutch members is held against rotation, and means shiftable from connection with one to the other one of said gear assemblies for selectively holding said second clutch member or said second ringgear against rotation, thereby effecting transmission in one or the opposite dir'e `ttion.

21. In a power transmission, a driving shaft, a driven shaft, means for transmitting power from said driving shaft to said driven shaft, including a liquid coupling and a reduction gear assembly, means .automatically engaging said gear assembly for torque multiplying transmission therethrough when the driving torque is insuflicient to overcome the load on said driven shaft and automatically establishing a direct drive through said liquid coupling when the driving torque and the load torque are substantially equalized, and a second reduction gear assembly for torque multiplying transmission therethrough operable when the transmission is reversed, and means shiftable from connection with one to the other one of said gear assemblies for effecting a torque multiplying power transmission in one or 70 the opposite direction.

22. In a power transmission, a driving shaft, a driven shaft, means for transmitting power from said driving shaft to said driven shaft, including an over-running clutch having an outer cam ,ber against rotation when so changing the transmission, said last mentioned means comprising a pendulous yoke embracing said clutch member, whereby said clutch member can rotate only when said yoke is free to oscillate, and means for controlling the oscillations of said yoke.

23. A mechanism according to claim 22, wherein the last mentioned means comprises a casing,

partly filled with lubricating oil, said yoke being tioned cylinder and said casing through said second cylinder, a valve slidable in said second cylinder, and means linked to said slide valve for controlling its movement and the flow of oil through said ports.

24. In a, power transmission, a driving shaft, a driven shaft, means for transmitting power from said driving shaft to said driven shaft, including a reduction gear assembly for transmission in one direction, an over-running clutch having a cam shaped outer member and an inner member operatively connected with one of the gears of said gear assembly, a second gear assembly for transmission in the opposite direction, means for changing the transmission from one to the opposite direction, and means for holding said cam shaped clutch memberagainst rotation when so changing the transmission, said last mentioned means comprising a pendulous yoke embracing said outer clutch member, whereby said outer clutch member can rotate only when said yoke issfree to oscillate, and means for controlling the oscillation of said yoke.

l25. In a .power transmission, a driving shaft, a driven shaft, means for transmitting power from said driving shaft to said driven shaft, including a reduction gear assembly for transmission in one direction, an over-running clutch having a cam shaped outer member and an inner member operatively associated with one of the gears of said gear assembly, an additional gear assembly operatively connected with said first mentioned gear assembly for transmission in the opposite' direction, means for changing the transmission from a neutral position to one or the opposite direction of rotation, and means for holding saidv cam shaped clutch member against rotation when so changing the transmission, said last mentioned means comprising a pendulous yoke embracing said outer clutch member, whereby said clutch member can rotate only when said yoke l is free to oscillate, and means operable from a remote point for controlling the oscillation of said yoke.

26. In a power transmission, a driving shaft, a driven shaft, means for transmitting power from said driving shaft to said driven shaft, in'- cluding a planetary gear. assembly for transmis- -sion in one direction, a ring gear forming a part tion therewith, an additional planetary gear assembly operatively connect ed with said rst mentioned gear assembly for transmission in the opposite direction, means for changing the transmission from a neutral position to a forward or reverse direction, means for holding said outer clutch member against rotation when so changing the transmission, said last mentioned means comprising a pendulous yoke `embracing said outer clutch member, whereby said outer clutch member can rotate only when said yoke is free to oscillate, and means operable from a remote point for controlling the oscillation of said yoke.

27. A mechanism according to claim 26, wherein the last mentioned means comprises a casing, partly filled with lubricating oil; said yoke being suspended from said casing for oscillation about one end, a cylinder in said casing, a piston linked I to the free, opposite end of said yoke to reciprocate in said cylinder as said yoke oscillates, the interior of said cylinder `communicating with the interior of said casing through a check valve permitting the oil to enter said cylinder but not to escape therefrom, a second cylinder in said casing, a port in said i'lrst mentioned cylinder, ports in said second cylinder in registry therewith, whereby oil may pass between said rst mentioned cylinder and said casing through said second cylinder, a valve for controlling the i'low of oil through said ports, a shaft at a remote point, a sleeve axially movable on said shaft,.a manually operable lever for raising and lowering said sleeve, and means operatively connecting 1said control valve to said sleeve.

v in the opposite direction, a ring gear forming a part of said second planetary gear assembly, an over-running clutch having an outer cam shaped member and an inner member secured to 'said first mentioned ring gear for rotation therewith, means for changing the transmission from a neutral position toone or the opposite direction of rotation, said changing means comprisingl an annular row o f teeth on said outerclutch member, an annular row -of teeth secured to said second ring gear, an annularv rack slidably mounted on said driven shaft between said rows of teeth, a rock shaft for moving said rack, means for holding said outer clutch member against rotation when so shifting the transmission,said last vmentioned means comprising a pendulous yoke embracing said outer clutch member, whereby said clutch, member can rotate only when said yoke is free to oscillate, a shaft at a remote point, a

sleeve rotatable and axially movable on said shaft, a manually operable lever for raising and lowering saidsleeve and for rotating it, means actuated by the axial movement of said sleeve for controlling the oscillation of said yoke, and means actuated by the rotation of said sleeve for causing said rock shaft to selectively engage said rack with one of said rows of teeth.

31. In a motor vehicle power transmission, a

"driving shaft, a driven shaft, means for transmitting-power from said driving shaft to said driven shaft, including a planetary gea'r assembly for transmission in one direction, a ring gear forming a part of said gear assembly, an additional planetary gear assembly operatively connected with said first mentioned gear assembly for transmission in the opposite direction, a ring l `gear forming a part of said additional gear asa driven shaft, means for transmitting power for changing the transmission from a neutral position to one or the opposite direction of rotation, said changing means comprising an annular row of teeth on the outer surface of said clutch, an annular row of teeth flxedly connected with said second ring gear, an annular rackslidably mounted on said driven shaft between said rows of teeth, means preventing rotation of saidl rack, a rock shaft for moving said annular rack, and means operable at a remote point for actuating said rock shaft to selectively engagev said rack with one of said annular rows of teeth.

30. In a power transmission, a driving shaft, a driven shaft, means for transmitting power from said driving shaft to said driven shaft, in-

cluding a planetary gear assembly for transmisl sion in one direction, a ring gear forming a part of said gear assembly, an additional planetary gear assembly operatively connected with saidA 32. A mechanism according to claim 31, where-4 in brake means are provided applicable to the outer clutch member and to the second ring gear during the shifting operation, in addition to the means locking the outer clutch member against rotation.

33. A mechanism according to claim 31, wherein the last mentioned means comprises a shaft.

within the steering column of the vehicles steering wheel, a sleeve rotatable and axially movable on said shaft, a manually operable lever'pivoted in said sleeve, guide means for said lever 'providing a fulcrum therefor to raise and lower said sleeve, said guide means being formed with recesses for selectively retaining said dever in one of a pluralityof positions, means restoring said sleeve to its normal position, a pendulous yoke embracing said cam shaped outer clutch member. whereby said clutch member can rotate only when said yoke is free to oscillate, and means for blockv ing the oscillation of said yoke actuated by the downward movement of said sleeve when said A lever is' lifted in vmoving it from one of said recesses to another.

34. In a motor vehicle power transmission, including an over-running clutch having an outer cam shaped member, means for changing the first mentioned gear assemblyI for transmission transmission from one to the opposite direction,

and a mechanism for holding parts of said transmission stationary coincidently with the operation of said shifting means and releasing said viding a iuicrum therefor to raise and lower said sleeve, said guide. means being formedwitb reesses for selectively retaining said leverl in one of a plurality oi.' positions, a pendulous yoke embracing said cam shaped outer clutch member, whereby said clutch member can rotate only when said yoke is tree tooscillate, and means blocking the oscillation of said yoke actuated by the downward movement oi' vsaid sleeve when said lever is lifted in moving it from one ot said receases to another and releasing said yoke for oscillation when said lever is lowered into said ALBERT D. PEN'IZ.

1o other recess. 

